Train-stopping apparatus.



.l. W. FRANK.

TRAIN STOPPING APPARATUS. APPLICATION- FILED AUG.8. 19m.

Patented Dec. 26, 1916.

'JONAH W. FRANK, F NEWTON, WISCONSIN.

TRAIN-STOPPING APPARATUS.

Specification of Letters Patent.

Patented Dec. 26, 1%16.

Application filed August 8, 1914. Serial No. 855,838.

, To all whom it may concern:

Be it known that I, JoNAI-I W. F RANK, a citizen of the United States, residing at Newton, in the county of Vernon and State of Vv isconsin, have invented new and useful Improvements in Train-Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in train stopping apparatus and has particular application to aairack obstacle for automatic train stopping devices.

In carrying out the present invention, it is my purpose to provide a track obstacle which may be rendered active and inactive and which, when active will actuate the mechanism carried by a passing train to bring such train to a standstill.

It is also my. purpose to improve and simplify the general construction of track obstacles and provide an obstacle which will operate efficiently and effectively under all conditions and which may be associated with the block signaling system of the railway.

\Vith the above and other objects in view, the invention consists in the construction, combination and arrangement of partshereinafter set forth in and falling within the scope of the claim.

In the accompanying drawing: Figure 1 is a cross sectional view through a trackway and locomotive thereon showing my invention installed. Fig. 2 is a fragmentary top plan view of the trackway illustrating the track obstacle.

Referring now to the drawing in detail, 1 designates a trackway. Located between the lines of rails of the trackway and spaced apart suitable distances, say, for instance two miles are track obstacles each comprising vertical standards 2, 2 spaced apart longitudinally of the rails and a horizontal bar 3 secured to the upper extremities of the standards 2 and lying parallel with the lines of rails of the trackway and having the opposite ends thereof projecting beyond the standards. Disposed at opposite sides of the horizontal bar 3 are pairs of levers 4c, the levers of each pair being placed end to end and pivotally connected at the meeting ends thereof and having the outer extremities pivioted within substantially rectangular frames 5, 5 slidably mounted upon the end portions of the horizontal bar 3. Pivotally connected to the lower edge of one pair of bars a at the meting ends thereof is a link 6 arranged transversely of the lines of rails of the trackway and having the outer end thereof pivotally connected with a lever 9 connected with the signal blade of the adjacent semaphore or with other suitable operating mechanism.

'In' the present instance, the car carried mechanism comprises a horizontal rod 10 depending from the locomotive adjacent to the forward end thereof and secured thereto and collars 11, 11 mounted upon the central portion of the rod 10 and capable of sliding movement toward the opposite ends of such rod. Depending from the collars 11 are arms 12 while encircling the red at the outer sides of the collars are coiled expansion springs 13 acting to maintain the collars normally at the center of the rod and the arms 12 in proximity to each other. The collars ll, 11 are connected through suitable mechanism with the throttle lever and the engineers brake valve respectively so that when such collars are slid along the rod 10 against the action of the springs 13, the throttle valve lever will be actuated to close the throttle valve and the engineers brake valve operated to effect an application of the brakes to the wheels.

From the foregoing description taken in connection with the accompanying drawing, the construction, mode of operation and manner of employing my invention will be readily apparent. In practice, when the lever 9 is swung by the operating mechanism thereof the link 6 is operated and so imparts movement to the pairs of arms 4, thereby drawing the frames 5 inwardly along the bar 3 and expanding the link frame formed by the arms and the frames 5 so that such link frame assumes a diamond shape. Should a train run by the active obstacle, the arms 12 depending from the collars 11 will ride along the opposite pairs of arms 4 and so separate thereby closing the throttle valve and actuating the engineers brake valve to bring the train to a standstill. The standards 22 form abutments for the frames 55, thereby limiting the movement of the latter in one direction, so that the links 4 are caused to assume the proper angular position with relation to each other, to effect a proper operation of the throttle and brake valve respectively. On the other hand, when the lever 9 is actuated in the reverse direction a pull is exerted upon the link 6 and the pairs of levers f actuated to bers secured against opposite-sides of one of said rails, and having openings, said rail having an opening registerlng with said first-named openings, said openings inclinns 1 W l Tod s d n n sai op nings, a bracket supported adjacent one of said rails, a pivot in said bracket, a lever v fulcrunied upon said pivot between its ends Copies oifthis patent may beobtaine l for and pivoted at one end to one end of said rod for actuating the same, said lever coming to a stop in its downward movement in.

pulling said rod nearwardly by engaging the road bed in common with said rod, toggle levers supported between said rails and adapted to open and close, said rod being. p-ivotally secured to one of said toggle levers for operating both, and a longitudinal bar against which said toggle levers close and by which they are limited in. movement.

. a In testimony whereof I afiix my signature witnesses.

in presence of two i V JONAH W. FRANK.

Witnesses;

HN QQ five cents each, by addressing-theCommissioner of Patentv Washington, 1).0'. 

